Air-brake system.



PATENTED OCT. 15, 1907.

C. E. BARRY.

AIR BRAKE SYSTEM.

APPLIGATION FILED mu 14, 1906.

Wy- WM Amy.

t o; A ri s PA ENT OFFICE.

CHARLES .E. BARRY, OF SCI-IENECTADY, NEW YORK, ASSIGNOR TO GENERAL ELECTRIC COMPANY, ALORPORATION OF NEW YORK.

AIR-BRAKE srsrnnr.

N0. season.

Specification of Letters Patent.

Patented Oct. 15, 1907.

Application filed May 14,1906. Serial No 316,721-

To all whom it way concern:

Be it known that 1, (2111mm E. BARRY, a citizenhf the United States, residingat Schenectady, county of Schenectady, State of New York, have invented certain new and useful Improvements in Air -Brake Systems, of which the following is a specification.

My invention relates to air-brakes, and its object is to provide a novel system which while preserving the advantages of the ordinary automatic system as regards flow 01' irir into and out of the hrake cylinders the pistons for operating the valves being exposed on opposite sides to pressures supplied from the two trainepipes, -re spectivcly, with means for varying at will therelative pressures in the two train-pipes. In this way perfect control or the brake-controlling valves is secured. My invention further comprisesa number of other features, which will best be undersiood 'by reference to the accompanying drawings, in which Figure 1 shows a diagrammatic vie of an arnbrake system arranged in. matrordauce with my invention; Fig. 2 shows a (1' section oi the tiifmila' trolling valve; and Pig. Li giiieers valve.

i In the din u ions. A represents n aiepulnp connected to and supplying the main memoir 13, which is connected through a reducing valve 1; and a pipe b to the engineers valves 0 U.

.i c brake-conshows a pun xew oi the en-.

The engineers vaiv is are con nectecl to two train-pipes c and if, both of which norinnlly carry air under pressure,

uectecl diror-l i r to reservoir ihrou iiig valve hr which adjusted io lion than val 5o Z). For inst-2' adjusted to give a reduced pi the valve :5 I? conne ted hy pipe 0" is li."

pipe 0" is conll greater rec-ate valve Z) may be trairr n uxiliary reservoir, b uttltl prevent a flow in ii opposite direction she train. break apart.

E represents a brake-cylinder, which is arranged to be connected to reservoir D or to atmosphere by the automatic controlling valve This valve, as shown in Fig. A, is a plain slide-valve actuated by the piston f. and arranged to be reciprocated hy the piston between two yielding stops G G, soarrangcd that the valve engages only one stop at a time. The port c is in connection with train-pipe c and the port d is in communication w ith the reservoir D so that the piston f is subjected on its opposite'side to the pressures supplied from the two train-pipes. a is a port leading to the .brakecylinder, and a opens to the atmosphere.

The engincers valve is arranged as shown in Fig. 3, with the central port 1 in the valve seat connecting with iraiwp'ipc c and a series of ports 2, 3, 4, 5 and 6 arranged in the valve seat on the arc of a circle. The valve carries a radial port or passage 7, which connects ihe central port 1 t0 the other ports.

The operation of the system is as follows: Normally, the engineers valve is in position for connecting trainpipe to train pipe .0 thereby maintaining the trainline 0 charged at the same pressure as pipe 0'. The automatic valve F is normally in the position shown 7-5 in 2, connecting brake-cylinder to atmosphere.

To apply the makes, the engincers valve is moved to connect ports 1 and 5, thereby connecting train-pipev c to atmosphere through the reducing valve H. This q lowers the pressure on the left-hand side of piston f,-so that valve H is moved over toward the left, compressing springG and opening port e Air is consequently supplied from auxiliary reservoir to brake-cylinder and application ot'the brakes secured. When it'is dcsired io stop the flow of air to brake'cylinder, the enginccrs valve moved to connect ports 1 and i. This connects the two train-lines together and raises the pressure in train ine 0 to TO'pounds. if that is tinpressure for which \lii .t" b is adjusted. ihorvhy equsliving the .s'i'll'i? on opposite sides of pislonf. Spring conse- 9U r lily returns the valve to a position somewhat to the lcit of that shown in Fig. 2, lapping port a. For a furthor application of the brakes, engineers valve is again moved to connect the ports 1 and 5. or ii an emergency uppiicz n is desired, to connect ports I. and i which 95.; connects train-pipe directly to atmosphere.

in order to release the brain. 5, the engineers valve is moved so as to connect first ports 1 and 3, and then ports 1 and 2. Connecting ports 1 and 3 raises the pressure in train-pipe c to 7 5 pounds by connecting it to rcscr- 1013 voir through reducing valve 0, thereby pushing piston f to the right and compressing spring G so as to move the valve F past release position into a second lap-position, in which port (1 closed. But when the engineers valve reaches the position in whichit con- 1G5 necis ports 1 and 2, pressure in the two train-pipes is equalized, allowing spring G to return valve F to release position, as shown in Fig. 2. To stop the out-flow of air from the brake-cylinder, the engineers valve is again moved to connect ports 1 and. 3. This again 1110 two ,lap positions of the automatic valve are provided forthe purpose of so arranging the. valve that when the brakes are finally released the valves will stand in release position so as to prevent emergency application of the brake when running by leakage; of air to the brake cylinder. 1 i

What I claim as new and desire to secure by Letters Patent of the United States, is:

1. In an air-brake system, a train-pipe, reservolrs on the several cars automatic ,valves controlled by dllference in pressure in train-pipennd reservoirs ,and' controlling the flow of air into and out of the brake cylinders, and a manually-operated valve and pipe connections for connecting said train-pipe tonfihosphere, to the reservoirs, or to a source of higher pressure. a

In an air-brake system, a trainpipe, reservoirs onihe several, cars, automatic vatves controlled by difference in pressure in train-pipe and reservoirs and controlling the flow of air into-anti out of the brake cylinders, a second train pipe connected to said reservoirs through check valves, and means for 'connectingthefirst train-pipeto atmosphere, toa source-of pressure; or to the second trainl D g 3. In an air-brake system, a train" pipe, reservoirs on the several cars, automatic valves controlled by difference in pressurein train-pipe and reservoirs and adapted to connect-the brake cylindersto said: reservoirs or toatmosphere, a; secondtraln pipe connected to said reservoirs through check-valves, and m eans for connecting the first train-pipe to atmosphere, to a source of pressure, or to ,the second pipe.

-4 In an air-brake system, twqtrain-pi'p'es, valves on .the several cars controlling the flow oi. air into and out of the brake cylinders, pistons. for operating said valves cxbased on opposite sides topressures supplied from the two train-pipes respectively, and rneansfor producing at will 7 a relatively greater pressure in either of said train-pipes and for eoualizing the pressures i-n the two train-pipes.

5. In an air-brake system, two train-pipes, valves on the several cars controlling the flow of air into and out of the brake-cylinders; plstonsfor operating said valves exposed onopposite sides to pressure supplied from the two train pipes respectively, and means for producingat will a relatively greater pressure in either of said two trainpipes.

6. In an air-brake system, a brake-controlling valve, :1 piston for reciprocating said valve, means for varying the relative pressures onopposite sides of said piston, and

yielding stops on opposite sides of said valve so spaced that said valve is in engagement with only one of said stops at a. time, said valvebeing arranged to be in lapposition when in engagement with one stop and in release position when in engagement with the other.

7, In an air-brake system, two yielding stops, a brake scares tion against the'pressurecf the other stop, and means under the control of the engineer for varying at will the relative pressures on opposite sides of said piston.

8. In an air-brake system, two yielding stops, 9. brakecontrolling valve adapted to be reciprocated between said stops and arranged to be in lap-position when in engage ment with one stop and in release-position when in en gageinent with the other stop, a piston operatively c0n- I nected to said valve and adaptedto move said valve from lap-position'to application-positionagainst the pressure of one of said stops and from release to a second lap-post tion against. the pressure of the other stop, two tra'in pipes for supplying pressure to opposite sides of said pis-.

ton, and means for varying at will the pressure in one of said train-pipesund for equalizing the pressures in the two train-pipes.

9-. In an air-brake system, ,two yielding steps, a brake controlling valve adapted tobe reciprocated between said stops and arranged to be in lap-position when in engagement with one stop and in release-position when in en gagement with the other stop, a piston operatively con- V nected to said valve and adapted to move said valve from lap-position to application-position against-the pressure of one oiisaid stops and from release to a secondlap-position against the pressure of the other stop, two trainpipesfor supplying pressure to opposite sides 0i said piston, the connection from one of said pipes to said piston including a check-va-lvc,'ancl means-for varying at will the relative pressures in said trainpipes.

.10. In an air-brake system, two train-pipes, valves on the several cars controlling the flow of air into and out of the brake cylinders, pistonsv for operating said valves exposed on oppositesides to pressures suppliedfrom. the two tram-pipes respectively, a check valve in the supply connection from one of said train pipes, and means for produclng at will a relatively greaterpressure in either of said two traimpipes.

v 11. In an air-brake system, twh train-pipes, one carrying air at a determined pressure, means for varying the pressure in the other pipe above and below the pressure in the first, and valves on'the several cars controlled by the difi erence in the pressures in said pipes and controlling the'flow of'air into and out of the brake cylinders.-

12. In an air-brake system, two train-pipes, one carrying air at a determined pressure, means for connecting the second train-pipe to a source of higher pressure, to at mosphe're or to the first train-pipe and valveson theseeral cars controlled by the diflerence in, the pressures in said'pipes and controlling the'fiow of air into and out of the brake cylinders, i

In. Witness whereof, l have hereunto set my hand this 12th day of May, 1906.

BENJAMIN B. HULL, HELEN Onronn. 

